US11381072B2 - Quick battery disconnect system for high current circuits - Google Patents
Quick battery disconnect system for high current circuits Download PDFInfo
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- US11381072B2 US11381072B2 US16/680,790 US201916680790A US11381072B2 US 11381072 B2 US11381072 B2 US 11381072B2 US 201916680790 A US201916680790 A US 201916680790A US 11381072 B2 US11381072 B2 US 11381072B2
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- contactor
- terminal
- battery
- electrically coupled
- fuse
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02H—EMERGENCY PROTECTIVE CIRCUIT ARRANGEMENTS
- H02H7/00—Emergency protective circuit arrangements specially adapted for specific types of electric machines or apparatus or for sectionalised protection of cable or line systems, and effecting automatic switching in the event of an undesired change from normal working conditions
- H02H7/18—Emergency protective circuit arrangements specially adapted for specific types of electric machines or apparatus or for sectionalised protection of cable or line systems, and effecting automatic switching in the event of an undesired change from normal working conditions for batteries; for accumulators
-
- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
- H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
- H02J7/0029—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries with safety or protection devices or circuits
- H02J7/0031—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries with safety or protection devices or circuits using battery or load disconnect circuits
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L50/00—Electric propulsion with power supplied within the vehicle
- B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
- B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
- B60L50/64—Constructional details of batteries specially adapted for electric vehicles
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L50/00—Electric propulsion with power supplied within the vehicle
- B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
- B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
- B60L50/66—Arrangements of batteries
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- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
- H01M50/00—Constructional details or processes of manufacture of the non-active parts of electrochemical cells other than fuel cells, e.g. hybrid cells
- H01M50/50—Current conducting connections for cells or batteries
- H01M50/572—Means for preventing undesired use or discharge
- H01M50/574—Devices or arrangements for the interruption of current
- H01M50/581—Devices or arrangements for the interruption of current in response to temperature
-
- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02H—EMERGENCY PROTECTIVE CIRCUIT ARRANGEMENTS
- H02H1/00—Details of emergency protective circuit arrangements
- H02H1/0007—Details of emergency protective circuit arrangements concerning the detecting means
-
- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01H—ELECTRIC SWITCHES; RELAYS; SELECTORS; EMERGENCY PROTECTIVE DEVICES
- H01H85/00—Protective devices in which the current flows through a part of fusible material and this current is interrupted by displacement of the fusible material when this current becomes excessive
- H01H85/02—Details
- H01H85/0241—Structural association of a fuse and another component or apparatus
-
- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01H—ELECTRIC SWITCHES; RELAYS; SELECTORS; EMERGENCY PROTECTIVE DEVICES
- H01H85/00—Protective devices in which the current flows through a part of fusible material and this current is interrupted by displacement of the fusible material when this current becomes excessive
- H01H85/02—Details
- H01H85/04—Fuses, i.e. expendable parts of the protective device, e.g. cartridges
- H01H85/05—Component parts thereof
- H01H85/055—Fusible members
- H01H85/12—Two or more separate fusible members in parallel
-
- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
- H01M2200/00—Safety devices for primary or secondary batteries
- H01M2200/10—Temperature sensitive devices
- H01M2200/103—Fuse
-
- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
- H01M2220/00—Batteries for particular applications
- H01M2220/20—Batteries in motive systems, e.g. vehicle, ship, plane
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
- Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
- Y02E60/10—Energy storage using batteries
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/70—Energy storage systems for electromobility, e.g. batteries
Definitions
- Electric vehicles typically include a high power battery connected to a load, such as an electric drive unit.
- the voltage across the terminals of such batteries can exceed 300 V with an operating current exceeding 500 A.
- conventional electric vehicles include a fuse in series with the battery and the load to interrupt the short circuit.
- a rated current capacity of the fuse is selected based on a maximum expected operating current of the electric vehicle. Due to the thermal, non-linear nature of conventional fuses, as the rated current capacity of a fuse increases, so does an amount of time required to cause the fuse to interrupt the circuit. Consequently, a conventional fuse may not interrupt a circuit quickly enough to prevent damage to the circuit.
- a battery system comprises two fuses, two contactors, and one or more battery cells.
- the two fuses, the two contactors, and the one or more battery cells each comprise two terminals.
- a first terminal of the one or more battery cells is electrically coupled in parallel to a first electrical terminal of the first fuse and of the second fuse.
- a second terminal of the first fuse is electrically coupled to a first terminal of a first contactor and a second terminal of the second fuse is electrically coupled to a first terminal of the second contactor.
- a second terminal of the first contactor and a second terminal of the second contactor are electrically coupled in parallel (e.g., via a busbar).
- the first fuse and the second fuse each comprise a locally minimum cross-sectional area configured to melt at a predetermined current, thereby interrupting a circuit when the current is surpassed.
- the battery system further comprises a contactor control module configured to set at least one of an open state and a closed state of the first contactor and the second contactor.
- the contactor control module may control the state of the first contactor and the second contactor via control terminals of the respective contactors.
- the contactor control module is configured to set one of the first contactor and the second contactor to the open state based on detecting a current within a predetermined amperage range. In such embodiments, the predetermined amperage range may be within 2,400 to 5,000 amps.
- the contactor control module is configured to maintain both of the first contactor and the second contactor in the closed state based on detecting a current greater than a predetermined amperage.
- the predetermined amperage range may be at least 5,000 amps.
- the battery system is located in an electric vehicle.
- the contactor control module is further configured to detect a vehicle fault condition. In response to detecting the vehicle fault condition, the contactor control module sets the first contactor to the open state and sets the second contactor to the closed state. While the vehicle fault condition exists, the electric vehicle may be operated in a reduced performance mode.
- a busbar electrically coupling the second terminals of the first and second contactors provides switched power to the electric vehicle.
- a third contactor is electrically coupled to the busbar via a first contactor terminal.
- the second contactor terminal is electrically coupled to a charging port.
- each of a first contactor terminal of a fourth and a fifth contactor is electrically coupled in parallel (e.g., via a busbar) to a second battery module terminal (e.g., a negatively charged terminal).
- a busbar may electrically couple the second contactor terminals of the fourth and fifth contactors in parallel and may provide switched power to the electric vehicle.
- a first battery module terminal is electrically coupled to a positive terminal of the one or more battery cells
- a second battery module terminal is electrically coupled to a negative terminal of the one or more battery cells.
- the first battery module terminal and the second battery module terminal may be unswitched terminals.
- the voltage across the first battery module terminal and the second battery module terminal is greater than 300 volts.
- the battery system may have a maximum operational current that is within 1,000 amps and 2,500 amps.
- FIG. 1 shows an exemplary configuration of contactors, fuses, and battery cells, in accordance with some embodiments of the present disclosure
- FIG. 2 shows an additional exemplary configuration of contactors, fuses, and battery cells, in accordance with some embodiments of the present disclosure
- FIG. 3 shows illustrative contactors and fuses arranged in accordance with some embodiments of the present disclosure.
- FIG. 4 shows an exemplary contactor control configuration, in accordance with some embodiments of the present disclosure.
- electric vehicles include a battery disconnection component, oftentimes a fuse, configured to disconnect power from the battery during an overcurrent event.
- a battery disconnection component oftentimes a fuse, configured to disconnect power from the battery during an overcurrent event.
- a rated current capacity of the fuse is selected based on a maximum expected operating current of the electric vehicle. Due to the thermal, non-linear nature of conventional fuses, as the rated current capacity of a fuse increases, so does an amount of time required to cause the fuse to interrupt the circuit. Because damage caused by a short circuit event can be proportional to the duration of the event, the increased interruption time can result in damage to the electric vehicle that could have otherwise been prevented with quicker disconnection.
- an electric circuit such as an electric circuit in an electric vehicle
- an electric circuit may comprise a high power battery pack connected to a plurality of electronics, such as one or more motors, controllers, air conditioning systems, lighting circuitry, infotainment systems, etc., with a wiring harness electrically coupling the various electronics to the battery.
- a wiring harness electrically coupling the various electronics to the battery.
- FIG. 1 depicts an exemplary configuration of contactors, fuses, and battery cells, in accordance with some embodiments of the present disclosure.
- Configuration 100 depicts contactors 104 A, 104 B, and 110 , contactor control module 102 , fuses 106 A and 106 B, and battery module 108 arranged to reduce the amount of time required to disconnect a battery from a load under various circuit currents.
- the exemplary system depicted in configuration 100 comprises at least two parallel fused paths (e.g., a first path formed by contactor 104 A and fuse 106 A and a second path formed by contactor 104 B and fuse 106 B) connected to a battery terminal (e.g., a battery terminal of battery module 108 ).
- the parallel path is formed by electrically coupling (e.g., via a busbar) a first fuse terminal of fuse 106 A and a first fuse terminal of fuse 106 B to a first battery terminal of battery module 108 (e.g., a positively charged terminal).
- battery module 108 comprises a plurality of battery cells connected in series and parallel connections having a total potential exceeding 300 volts.
- a total circuit current, supplied by battery module 108 can vary between 600 amps to 1,000 amps. Because the current is roughly split equally across the parallel fused paths (e.g., the first path formed by contactor 104 A and fuse 106 A and the second path formed by contactor 104 B and fuse 106 B), the rated current of each fuse is selected such that the rated current is less than a desired maximum operational circuit current (e.g., 600-1,000 amps). For example, in a dual fuse configuration depicted in FIG.
- each of fuses 106 A and 106 B may be selected to have a rated current of approximately one half (e.g., 300-500 amps) the desired maximum operational circuit current (e.g., 600-1,000 amps). Due to the thermal properties of conventional fuses, each of fuses 106 A and 106 B in the dual fuse configuration (e.g., fuses with a rated current of approximately 300-500 amps) has a significantly lower interruption time than would a conventional fuse having double the rated current (e.g., a fuse with a rated current between 600-1,000 amps). Therefore, in an overcurrent event exceeding 1,000 amps, dual 500 amp fuses would interrupt a circuit more quickly than a single fuse of 1,000 amps.
- a rated current of approximately one half (e.g., 300-500 amps) the desired maximum operational circuit current (e.g., 600-1,000 amps). Due to the thermal properties of conventional fuses, each of fuses 106 A and 106 B in the dual fuse configuration (e.g., fuses with
- Each of the fused parallel paths comprises a respective contactor connected in series to the fuse.
- a first contactor terminal of contactor 104 A is electrically coupled in series to a second fuse terminal of fuse 106 A
- a first contactor terminal of contactor 104 B is electrically coupled to a second fuse terminal of fuse 106 B.
- a respective second contactor terminal of contactor 104 A and contactor 104 B may be electrically coupled in parallel (e.g., via a busbar) to a load (e.g., a positive terminal of the load).
- a second set of contactors is electrically coupled to the load and the battery module.
- a first contactor terminal of each of contactors 110 may be electrically coupled (e.g., via a busbar) to a second terminal of battery module 108 (e.g., a negatively charged terminal).
- a second contactor terminal of each of contactors 110 may be electrically coupled in parallel to the load (e.g., a negative terminal of the load).
- each of contactors 104 A, 104 B, and 110 is configurable to electrically couple or decouple the circuit from the battery terminal (e.g., based on a signal received from contactor control module 102 ).
- Each of the contactors e.g., contactors 104 A, 104 B, and 110
- each contactor (e.g., contactors 104 A, 104 B, and 110 ) comprises a contactor control terminal electrically coupled to contactor control module 102 . In such embodiments, contactor control module 102 controls an open state and a closed of the contactor.
- contactor control module 102 may cause contactors 104 A, 104 B and 110 to open, thereby quickly decoupling the circuit from the battery without blowing the fuses.
- the contactor control module in response to detecting the overcurrent event below the maximum disconnect current of each contactor, may instruct one of contactors 110 or contactors 104 A and 104 B to open, thereby decoupling either the first battery terminal or the second battery terminal of battery module 108 from the circuit.
- the system may decouple one parallel path from the battery terminal (e.g., the parallel path formed by contactor 104 A and 106 A), resulting in the fuse in the second parallel path (e.g., fuse 106 B) to exceed the rated current and blow the fuse, thereby disconnecting the circuit.
- the rated current of the fuses may be selected to be similar to the maximum disconnect current of contactors.
- the system is able to blow one of the parallel fuses more quickly than would be necessary for a single fuse requiring double the interruption current. Because damage caused by a short circuit event may be proportional to the duration of the event, the reduction in interruption time may result in reduced damage to the circuit. However, because the overcurrent event of the circuit exceeds the maximum disconnect current for the contactor (e.g., contactor 104 A), the contactor will be damaged during the decoupling. In some embodiments, when the battery system is located in an electric vehicle, the battery system will maintain a record indicating that one of the contactors is damaged and will notify an operator of the electric vehicle. In some embodiments, the electric vehicle will operate in a reduced power mode (e.g., half of a current for normal operation). Upon replacement of the damaged components the system will resume normal operation.
- a reduced power mode e.g., half of a current for normal operation
- the battery system if the battery system detects an overcurrent event that is greater than double the maximum disconnect current, the battery system, via contactor control module 102 , will maintain contactors 104 A, 104 B, and 110 in a closed state, thereby causing fuses 106 A and 106 B in the parallel paths to blow (e.g., because the current rating for the fuse is chosen to be less than or equal to the maximum disconnect current of the contactor).
- the fused parallel paths are discussed with respect to a connection to a positive terminal of the battery, the fused parallel paths may instead be connected to a negative terminal of the battery.
- a first set of parallel paths may be connected to the positive terminal of the battery and a second parallel path may be connected to a negative terminal of the battery.
- FIG. 2 depicts an additional exemplary configuration of contactors, fuses, and battery cells, in accordance with some embodiments of the present disclosure.
- the contactors e.g., contactors 104 A, 104 B, and 110
- fuses e.g., fuses 106 A and 106 B
- contactor control module e.g., contactor control module 102
- battery module e.g., battery module 108
- a fused parallel path is connected to a negative terminal of the battery module, instead of the positive terminal of the battery module as in configuration 100 .
- a first terminal of a first fuse e.g., fuse 206 A
- a second fuse e.g., fuse 206 B
- Battery module 208 may comprise a plurality of battery cells connected in parallel and series connections having a total electrical potential exceeding 300 volts across a most positively charged terminal of the battery module and a most negatively charged terminal of the battery module.
- a second terminal of the first fuse e.g., fuse 206 A
- a second terminal of the second fuse e.g., fuse 206 B
- the second terminals of the first and second contactors are electrically coupled in parallel.
- the second terminals of the first and second contactors are electrically coupled in parallel to a busbar that provides switched power to an electric vehicle.
- the busbar is electrically coupled to a third contactor configured to control a charging circuit of the battery (discussed further below with respect to FIG. 3 ).
- a second, non-fused, parallel path is connected to a positive terminal of battery module 208 .
- a respective first contactor terminal of contactors 204 is electrically coupled in parallel (e.g., via a busbar) to a positively charged terminal of battery 208 .
- configuration 200 depicts two contactors in the second parallel path (e.g., contactors 204 ) one or more contactors may be used without departing from the scope of the present disclosure.
- a respective second contactor terminal of each contactor may be electrically coupled in parallel (e.g., via a busbar).
- the second contactor terminals are electrically coupled to a load and/or a third contactor configured to control a charging circuit of the battery.
- a first contactor terminal of a first contactor may be electrically coupled to a positive terminal of a battery module (e.g., battery module 108 or 208 ).
- a second contactor terminal of the first contactor e.g., contactor 104 A or contactor 210 A
- a first fuse terminal of a first fuse e.g., fuse 106 A or 206 A.
- a second fuse terminal of the first fuse may be electrically coupled to a load and the second parallel path (e.g., the series connection between fuse 106 B and contactor 104 B or the series connection between fuse 206 B and 210 B).
- the contactor control module 102 or 202 when contactor control module 102 or 202 detects a fault event (e.g., a vehicle crash or a short circuit), the contactor control module may set the state of the first contactor (e.g., contactor 104 A or 210 A) and/or the second contactor (e.g., contactor 104 B or 210 B) based on a measured current value to optimally minimize the disconnection time (discussed further in relation to FIG. 4 ).
- a fault event e.g., a vehicle crash or a short circuit
- the contactor control module may open both contactors (e.g., contactors 104 A and 104 B or contactors 210 A and 210 B).
- the contactor control module may open a contactor on a first parallel path to increase the current on and thus overload the fuse on the second parallel path (e.g., contactor control module 202 may open contactor 210 A and leave contactor 210 B closed, thereby causing fuse 206 B to blow and interrupt the circuit).
- the contactor control module may keep both contactors closed (e.g., both of contactors 104 A and 104 B or contactors 210 A and 210 B), causing the fuses (e.g., both of fuses 106 A and 106 B or fuses 206 A and 206 B) to overload on both parallel paths.
- the fuses e.g., both of fuses 106 A and 106 B or fuses 206 A and 206 B
- FIG. 3 shows illustrative contactors and fuses arranged in accordance with some embodiments of the present disclosure.
- Arrangement 300 depicts an exemplary fused parallel path (e.g., one of the parallel paths depicted in FIGS. 1 and 2 ) coupled with a charging circuit.
- busbar 306 electrically couples a respective first contactor terminal of first contactor 302 and second contactor 304 in parallel to a battery module terminal (e.g., a positive or negative terminal of battery module 108 and 208 ).
- contactors 302 and 304 may operate in the manner described above regarding contactors 104 A and 104 B in FIG. 1 and contactors 210 A and 210 B in FIG.
- contactors 302 and 304 each comprise a respective contactor control terminal (e.g., contactor control terminal 322 and contactor control terminal 324 ), which is electrically coupled to a contactor control module (e.g., contactor control module 102 depicted in FIG. 1 or contactor control module 202 depicted in FIG. 2 ).
- the contactor control module may set a state of the contactors by sending a signal to open or close the contactors via contactor control terminals 322 and 324 .
- the contactor control module is configured to set the contactor to the open state (e.g., electrically decoupling an internal connection between the first terminal of the contactor and the second terminal of the contactor) or closed state (e.g., electrically coupling an internal connection between the first terminal of the contactor and the second terminal of the contactor), based on a circuit current and/or an operating state of the vehicle. For example, when a user turns on the electric vehicle, the contactor control module may set contactor 302 and contactor 304 to a closed state, from an open state. In another example, the contactor control module may set one or more of contactors 302 and 304 to an open state, from a closed state, based on detecting an overcurrent event. In some embodiments, the contactor control module selects the number of contactors to an open state during an overcurrent event based on a detected circuit current (discussed further below with respect to FIG. 4 ).
- a second contactor terminal of first contactor 302 is electrically coupled to a first fuse terminal of first fuse 312 via busbar 308 .
- a second contactor terminal of second contactor 304 is electrically coupled to a first fuse terminal of second fuse 314 via busbar 310 .
- the respective second fuse terminals of first fuse 312 and second fuse 314 may be electrically coupled in parallel via busbar 316 .
- busbar 316 is electrically coupled to a load, such as an electric motor.
- a current rating of fuses 312 and 314 may be selected as described above regarding fuses 106 A and 106 B in FIG. 1 , and fuses 206 A and 206 B in FIG. 2 . For example, if an expected maximum circuit current of the electric vehicle is 1,000 amps, the current rating for each of fuses 312 and 314 may be 500 amps, half of the maximum circuit current.
- busbar 316 is additionally coupled to a charging contactor, such as contactor 318 , via a first contactor terminal.
- Charging contactor 318 may control an inflow of current to charge a battery module (e.g., battery module 108 or 208 ).
- the contactor control module e.g., contactor control module 102 or 202
- the contactor control module may control an open or a closed state of contactor 318 based on a charging state of the battery.
- the battery control module e.g., via contactor control module 108 or 208
- FIG. 3 is depicted having parallel paths (e.g., the first path comprising contactor 302 and fuse 312 , and the second path comprising contactor 304 and fuse 314 , one or more paths may exist between the battery module and the load without departing from the scope of the present disclosure.
- a fuse is not placed in series with the contactors (e.g., depicted as contactors 110 in FIG. 1 and as contactors 204 in FIG. 2 ).
- the second contactor terminals of contactors 302 and 304 may be electrically coupled to the charging contactor (e.g., contactor 318 ) via busbar 316 , without having a connection to busbars 308 and 310 , or fuses 312 and 314 .
- FIG. 4 depicts an exemplary contactor control diagram, in accordance with some embodiments of the present disclosure.
- Diagram 400 visually depicts how the contactor control module may determine whether or not to open one or more contactors during an overcurrent event, based on the circuit current.
- the contactor control module sets the contactors (e.g., contactors 302 and 304 ) to first state 402 when the circuit current is below first threshold 408 ; sets the contactors to second state 404 when the circuit current is within first threshold 408 and second threshold 410 ; and sets the contactors to third state 406 when the circuit current is above second threshold 410 .
- the contactors e.g., contactors 302 and 304
- the various states and thresholds depicted in diagram 400 may be selected based on the electrical parameters of components in the electric vehicle (e.g., current ratings of the fuses and contactors, a maximum circuit current, disconnect times, etc.) and are optimized to reduce the disconnect time during an overcurrent event and protect the electric vehicle's components. For example, contactors may be able to interrupt a circuit more quickly than a fuse under a same circuit current. However, a contactor may only interrupt a circuit without causing damage to the contactor when the circuit current is less than a threshold value.
- electrical parameters of components in the electric vehicle e.g., current ratings of the fuses and contactors, a maximum circuit current, disconnect times, etc.
- the contactor control module sets both of the contactors (e.g., contactors 302 and 304 ) to an open state in response to detecting an overcurrent event that is less than the first threshold. For example, the contactors may safely interrupt a current of 2,400 amps each without becoming damaged. The contactor control module may instruct the contactors to open when the overcurrent event is below 2,400 amps, without causing damage to the contactors. For example, the contactor control module may determine that the electric vehicle has been in a crash (e.g., based on a communication from a crash detection system).
- the contactor control module instructs the first contactor (e.g., contactor 302 ) and the second contactor (e.g., contactor 304 ) to open.
- the time to disconnect the current between the battery module and the load may be the sum of the time it takes the control module to control the contactors (e.g., 50 ms) plus a time required by the contactor to open after receiving the control signal (e.g., 25 ms). Because the first contactor and the second contactor open without causing or waiting for the fuses to blow, the system is able to more quickly disconnect the battery module from the load than a comparable system comprising only fuses. Furthermore, because the contactors were opened under a normal operating current (e.g., less than the first threshold current), the contactors and fuses may not need to be replaced before the vehicle is returned to service.
- the contactor control module sets a first of the two contactors to an open state (e.g., contactor 302 ) and maintains the second of the two contactors (e.g., contactor 304 ) in a closed state when the current is above first threshold 408 but below second threshold 410 .
- the first threshold may be selected based on a maximum current where the contactor can safely disconnect a circuit under load without causing damage to the contactor (e.g., 2,400 amps). Because the current is divided equally across both paths in parallel, the contactors may be able to safely disconnect circuit currents under a higher load, double the normal operating current (e.g., 5,000 amps).
- the opened contactor may be damaged upon disconnecting the circuit.
- the contactor control module instructs the first contactor to open (e.g., contactor 302 )
- the current is routed through the second path (e.g., the path comprising contactor 304 and fuse 314 ).
- the circuit current e.g., between 2,400 amps and 5,000 amps
- the fuse is blown and the circuit is interrupted.
- the first contactor e.g., contactor 302
- the first contactor may be damaged because the contactor was opened under a load exceeding 2,400 amps.
- the contactor control module monitors a current output of the battery (e.g., based on a communication from a battery monitoring system, a motor controller, or by monitoring a change in current over time and may determine that the change in current over a given time period exceeds a predefined value). For example, the contactor control module may detect a soft short, such as a powertrain overcurrent event having a circuit current between the first threshold, 2,400 amps, and the second threshold, 5,000 amps.
- a soft short such as a powertrain overcurrent event having a circuit current between the first threshold, 2,400 amps, and the second threshold, 5,000 amps.
- the time to interrupt the current between the battery module and the load may be the sum of the time for the control module to control the contactors (e.g., 50 ms) plus a time required by the contactor to open after receiving the control signal (e.g., 25 ms) plus a time required for the fuse to blow at the circuit current (e.g., 0.1 s). Because of the thermal nature of fuses, the interruption time may increasingly drop as the circuit current increases.
- the battery system in response to detecting a vehicle fault condition, such as a soft short, may run the car in a reduced power mode (e.g., by utilizing 50% of the normal operating current). Under the reduced power mode, the battery system may set the first contactor to an open state and the second contactor to a closed state, thereby reducing the maximum operating current of the battery system by half. In such embodiments, the battery system may operate in conjunction with other systems of the car, such as the motor controller, to maintain the circuit current below the reduced maximum operating current.
- a reduced power mode e.g., by utilizing 50% of the normal operating current.
- the battery system may set the first contactor to an open state and the second contactor to a closed state, thereby reducing the maximum operating current of the battery system by half.
- the battery system may operate in conjunction with other systems of the car, such as the motor controller, to maintain the circuit current below the reduced maximum operating current.
- third state 406 when the circuit current is above second threshold 410 , the contactor control module maintains the first contactor (e.g., contactor 302 ) and the second contactor (e.g., contactor 304 ) in a closed state.
- the contactor control module may keep the first contactor and the second contactor closed, thereby causing fuses 312 and 314 to blow.
- the disconnection time is highly dependent on the characteristics of the fuse. For example, during an overcurrent event of 5,000 amps, the disconnection time for the two fuses may be an order of magnitude greater than the disconnection time during an overcurrent event at 20,000 amps.
- the battery system may additionally comprise at least one contactor electrically coupled to a terminal of the battery that is unfused (depicted as contactors 110 in FIG. 1 and as contactors 204 in FIG. 2 ).
- the battery system may comprise a fourth and a fifth contactor, each having a respective first terminal electrically coupled in parallel to a terminal of the battery (e.g., a negative terminal of the battery).
- the fourth and fifth contactors may each comprise a respective second terminal that is coupled in parallel to a busbar.
- the busbar may be electrically coupled to the load.
- the contactor control module controls the state of the fourth and fifth contactors as described above in accordance with FIG. 4 .
- one or more contactors may be used.
- some embodiments include three contactors having a first terminal electrically coupled in parallel to a first battery terminal and a second terminal electrically coupled in series to a first terminal of a respective fuse.
- a second terminal of the respective fuses may be electrically coupled in parallel and to a load.
- a second battery terminal may be electrically coupled to one or more contactors (e.g., an unfused parallel combination of three contactors).
- Each of the contactors may comprise a respective contactor control terminal, and a contactor control module may control setting the contactors to an open or a closed state during an overcurrent event or a crash to minimize a disconnection time between the battery module and the load.
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- Engineering & Computer Science (AREA)
- Power Engineering (AREA)
- Mechanical Engineering (AREA)
- Sustainable Energy (AREA)
- Sustainable Development (AREA)
- Transportation (AREA)
- Life Sciences & Earth Sciences (AREA)
- Chemical & Material Sciences (AREA)
- Chemical Kinetics & Catalysis (AREA)
- Electrochemistry (AREA)
- General Chemical & Material Sciences (AREA)
- Charge And Discharge Circuits For Batteries Or The Like (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
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US16/680,790 US11381072B2 (en) | 2018-11-13 | 2019-11-12 | Quick battery disconnect system for high current circuits |
US17/854,339 US11677232B2 (en) | 2018-11-13 | 2022-06-30 | Quick battery disconnect system for high current circuits |
US18/142,935 US11984719B2 (en) | 2018-11-13 | 2023-05-03 | Quick battery disconnect system for high current circuits |
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US201862760858P | 2018-11-13 | 2018-11-13 | |
US16/680,790 US11381072B2 (en) | 2018-11-13 | 2019-11-12 | Quick battery disconnect system for high current circuits |
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US17/854,339 Continuation US11677232B2 (en) | 2018-11-13 | 2022-06-30 | Quick battery disconnect system for high current circuits |
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US20200153236A1 US20200153236A1 (en) | 2020-05-14 |
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US16/680,790 Active 2040-09-01 US11381072B2 (en) | 2018-11-13 | 2019-11-12 | Quick battery disconnect system for high current circuits |
US17/854,339 Active US11677232B2 (en) | 2018-11-13 | 2022-06-30 | Quick battery disconnect system for high current circuits |
US18/142,935 Active US11984719B2 (en) | 2018-11-13 | 2023-05-03 | Quick battery disconnect system for high current circuits |
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US18/142,935 Active US11984719B2 (en) | 2018-11-13 | 2023-05-03 | Quick battery disconnect system for high current circuits |
Country Status (4)
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US (3) | US11381072B2 (fr) |
CN (1) | CN112805897A (fr) |
DE (1) | DE112019005683T5 (fr) |
WO (1) | WO2020102138A1 (fr) |
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JP7059945B2 (ja) * | 2019-01-23 | 2022-04-26 | 株式会社デンソー | 電源システム |
WO2022115126A1 (fr) | 2020-11-30 | 2022-06-02 | Nikola Corporation | Ensemble support de batterie de véhicule électrique |
US11279243B1 (en) | 2020-11-30 | 2022-03-22 | Nikola Corporation | High voltage electrical system for battery electric vehicle |
US11820241B2 (en) | 2020-11-30 | 2023-11-21 | Nikola Corporation | Battery pack assembly |
CN113346587B (zh) * | 2021-06-09 | 2023-05-23 | 上海采日能源科技有限公司 | 隔离分断的方法、装置及供电*** |
CN113644715A (zh) * | 2021-08-10 | 2021-11-12 | 陕西绿能电子科技有限公司 | 一种直流充电机和电动汽车短路保护装置及方法及*** |
DE102022001412B3 (de) | 2022-04-25 | 2023-08-17 | Mercedes-Benz Group AG | Verfahren zum Betreiben eines Hochvolt-Energiespeichers, Kurzschlusstrennelement sowie Hochvolt-Energiespeicher |
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Also Published As
Publication number | Publication date |
---|---|
US11984719B2 (en) | 2024-05-14 |
US20200153236A1 (en) | 2020-05-14 |
US11677232B2 (en) | 2023-06-13 |
DE112019005683T5 (de) | 2021-09-09 |
CN112805897A (zh) | 2021-05-14 |
US20230275421A1 (en) | 2023-08-31 |
WO2020102138A1 (fr) | 2020-05-22 |
US20220407307A1 (en) | 2022-12-22 |
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